|Publication number||US4088078 A|
|Application number||US 05/693,269|
|Publication date||May 9, 1978|
|Filing date||Jun 4, 1976|
|Priority date||Jun 4, 1976|
|Also published as||CA1067422A, CA1067422A1|
|Publication number||05693269, 693269, US 4088078 A, US 4088078A, US-A-4088078, US4088078 A, US4088078A|
|Inventors||Peter M. Noble|
|Original Assignee||Westinghouse Air Brake Company|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (3), Referenced by (34), Classifications (8), Legal Events (2)|
|External Links: USPTO, USPTO Assignment, Espacenet|
It has been established by tests that application of a lubricant, usually a petroleum base, to those surfaces of the wheels of a railroad car frictionally engaged by a railroad car retarder when the car is slowed down thereby, will reduce or eliminate the tendency of the car wheels to squeal. Since the squeal noise often made by the car wheels as the car is being retarded is far higher in noise level, measured in decibels on the A scale (dbA), than is allowed by the Occupational Safety Hazard Agency (O.S.H.A.) standards and noise pollution limits established by many communities, means for controlling noise is vital to railroads, especially for yard classification operations.
At present, the more commonly used lubricant is a water soluble oil diluted with water and anti-freeze generally mixed in a ratio of one part oil to ten parts dilutant. Apparatus is provided for spraying the mixture onto the car wheels either before the railroad car enters the retarder or while it is moving therethrough. This method presents inherent undesirable disadvantages, namely: (a) the spray cannot be sufficiently controlled for preventing such spray from spreading over areas of the wheel not needed to be lubricated; (b) lubricating fluid must contain such dilutants as anti-freeze and fuel oil in order to prevent freezing thereof in sub-freezing temperatures; (c) pressure operated spraying apparatus for spraying the fluid along with sumps and sump pump systems for recovering and recirculating the lubricating fluid must be provided; (d) fire hazards presented by flammable lubricating liquids; (e) slippery conditions and surfaces prevailing in the retarder area due to the spray; and (f) the many maintenance problems attendant with a spraying system, fluid levels, pumps, filters, sumps, etc.
The object of the present invention, therefore, is to provide lubricating apparatus for lubricating only those areas of railroad car wheels, which normally are frictionally engaged by a railroad car retarder, for suppressing possible squealing noise normally attendant with retarder operation, such lubricating apparatus being characterized, among others, by such advantages as minimum maintenance, effectiveness during all normal seasonal temperatures, absence of hazards from slippery areas and possible fires due to flammable fluid type lubricants, and trouble free operation.
Briefly, the invention comprises a pair of chambers of rectangular cross section with one side open and disposed parallel to and on opposite sides of each rail of a railway track section, which is located in advance of a railroad car retarder, each of said rectangular channels containing a solid type lubricant exposed through the open sides of the channels in facing relation to the vertical sides of the rails from which the channels are appropriately spaced so that, as the car wheels pass through the lubricating apparatus and along the open sides of the channels, the vertical peripheral areas of said wheels make contact with the lubricant and are coated therewith. Thus, the areas of the wheels, and only those areas, that will be frictionally engaged by the retarder are effectively lubricated for eliminating or effectively reducing the possible squealing noise of the wheels passing through the car retarder.
In the drawings:
FIG. 1 is an elevational view, mostly in section, of a lubricating apparatus embodying the invention as disposed relative to a rail of a railway track section;
FIG. 2 is a plan view, in outline, of the lubricating apparatus shown in FIG. 1;
FIG. 3 is an elevational view, in outline, of the lubricating apparatus as viewed from either the left or right side of FIG. 1; and
FIG. 4 is a partial plan view, in outline, of a particular detail of construction of a certain portion of the lubricating apparatus.
A railway track section, as shown in FIG. 1, on which lubricating apparatus embodying the invention is secured, comprises rails 1 (only one of which is shown) secured by special tie plates 2 to cross ties 3 (see FIG. 3 also).
The lubricating apparatus comprises elongated protective channel members 4 of rectangular cross section having one side open, said channel members being arranged parallel to and one on each side of each rail 1 with the open sides thereof facing inwardly toward the rail. Channel members 4 are supported by respective support platforms 5 at approximately the same heighth as are the brake shoes (not shown) of a railroad car retarder (not shown), said support platforms being secured by suitable means (not shown) to the special tie plates 2. Normally the brake shoes of a car retarder are positioned at such a heighth as to frictonally engage vertical annular surfaces 6 and 7 on opposite sides of a wheel 8 (only a portion of which is shown) adjacent the periphery of said wheel.
The lubricating apparatus is located on the railway tracks at a position ahead of the car retarder, that is, a position such that the car passes through the lubricating apparatus before it passes through the retarder. As will later be explained, because of the nature of the invention herein disclosed, the distance between the lubricating apparatus and the retarder is not critical.
The length of channel members 4 is determined by the tread circumference of the largest car wheels to pass through the lubricating apparatus, such as the wheel 8 shown in FIG. 1, a typical circumference of such a wheel being 10.5 feet, for example. Each of the channel members 4 is backed and, thereby, provided with further rigidity by respective support channel members 9 also of rectangular cross section with an open side facing upwardly. Channel members 4 are abuttingly secured to support channel members 9 by a plurality of threaded studs 10 fixed in channel members 4 in suitably spaced disposition therealong and extending through the abutting inner walls of both channel members to be secured by vibration proof nuts 11, as shown in FIG. 1.
Channel members 4 and 9, on each side of rail 1, are slidably mounted on slide plates 12 fixed horizontally on top of the respective support platforms 5, thus permitting lateral movement of said channel members inwardly toward rail 1 or outwardly away therefrom. Lateral movement of channel members 4 and 9 is guided by guide rollers 13 carried underneath the channel members 9 in such position as to have one each of said rollers rollingly engaging each side edge of slide plates 12. Each roller 13 is provided with a flange 14 which rides on the underside of slide plate 12 thereby preventing undesirable vertical and parallel displacement relative to rail 1 of each pair of channel members 4 and 9, so that the correct attitude of the open side of channel member 4 relative to the rail is maintained.
Each of the channel members 4 has molded or cast therein a slug 15 or solid form lubricant such as ski wax, for example, which, in a manner to be hereinafter described, is pressed against and applied to the surfaces 6, and 7 of each car wheel as it passes through the lubricating apparatus. The protective channel members 4 themselves are made of such metal or other material of sufficient rigidity as to provide adequate support for the lubricant slug 15, and of such wearing quality as to permit the edges of the open sides of said channel members to wear along with the lubricant slug so that the lubricant is always in position for contact with the wheel surfaces 6 and 7. When the lubricant slug 15 and channel member 4 are worn to a degree of ineffectiveness, the arrangement of studs 10 and nuts 11 facilitate immediate replacement with new channels and slugs.
As shown in FIG. 4, respective entry portions 16 and 17 of each pair of channel members 4 and 9 are flared outwardly away from rail 1 to facilitate a smooth entry of the car wheel 8 between them. Furthermore, as illustrated, the outer pair of channel members 4 and 9, that is, the pair positioned on the outside of rail 1, projects slightly beyond the end of the oppositely positioned or inner pair of channel members. Since both the inner and outer pairs of channel members 4 and 9 are identical in construction and symmetry, the opposite or exit ends are constructed similarly to the entry ends which provides the advantage that they may be interchangeably installed on either side of rail 1.
Movement of the channel member pairs 4 and 9 into and out of contact with surfaces 6 and 7 on opposite sides of wheel 8 is effected by double-acting fluid pressure operable piston devices 18 mounted on each of the support platforms 5 with the action thereof directed perpendicularly to said channel member pairs. See FIGS. 1 and 2. A piston rod 19 of each of the piston devices 18 is operably connected to the respective channel member pair 4 and 9 by a pin 20 passing perpendicularly through the free end of said piston rod and a clevis 21 secured to channel member 9. The connection between pin 20 and the end of piston rod 19 comprises a ball and socket type bushing 22 for eliminating lateral thrust effects.
Suitable valving (not shown) may be employed for maintaining a predetermined constant degree of piston pressure acting on channel member 4 through channel member 9, and, therefore, provide the desired degree of pressure lubricant 15 against surfaces 6 and 7 of wheel 8. Thus, variations of wheel thickness and spacing thereof on the axles have no effect on the pressure applied by the lubricant 15 on surfaces 6 and 7. By carefully determining the desired pressure between lubricant 15 and surface 6 and 7, and the thickness and wearing qualities of the material comprising channel member 4, the amount of lubricant applied to surfaces 6 and 7 of wheel 8 can be accurately controlled.
As the wheel 8 passes through the lubricating apparatus, a thin coat of lubricant from the respective slugs 15 is applied to surfaces 6 and 7, that is, the same surfaces that will be frictionally engaged by the brake shoes (not shown) of the car retarder (not shown) as the car passes out of said lubricating apparatus into the car retarder. Because of the solid form of lubricant 15, lubrication is applied and limited to surfaces 6 and 7 only of the wheel and does not spread over other areas, such as the running surface, of the wheel as do the liquid type lubricants which are sprayed and, therefore, cannot be controlled and confined to surfaces 6 and 7 only. Thus, squeal is effectively reduced or eliminated as the car wheel 8 is subsequently engaged by the retarder.
As was previously herein noted, the distance of tracks between the lubricating apparatus disclosed herein and the car retarder is not critical, because, due to the nature of the lubricant 15 applied to wheel surfaces 6 and 7, such lubricant adheres to said surfaces, that is, does not run off as a liquid lubricant might do, and remains until the wheel enters the retarder.
|Cited Patent||Filing date||Publication date||Applicant||Title|
|US3111197 *||Aug 18, 1960||Nov 19, 1963||Thyssen Huette Ag||Lifting beam retarder for brake beam system|
|US3716114 *||Nov 8, 1971||Feb 13, 1973||Safety Skate Co Inc||Silencer for railcar retarders|
|US3809188 *||May 1, 1972||May 7, 1974||Abex Corp||Railroad car retarders|
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US4915195 *||Mar 11, 1988||Apr 10, 1990||Dial Darrell D||Apparatus for lubricating railroad vehicle wheel flanges|
|US5205384 *||Oct 22, 1990||Apr 27, 1993||Mechanical Technology Incorporated||Powder-lubricated damper with wavy damper pads|
|US5388525 *||Aug 19, 1993||Feb 14, 1995||Bodkin; W. Andrew||Railway car retarder|
|US5518085 *||Feb 21, 1995||May 21, 1996||Portec - Rmp Division||Assembly for applying solid material to wheels|
|US5991952 *||Feb 26, 1998||Nov 30, 1999||Bintzler; Robert R.||Railroad car wheel cleaning system|
|US6719095||Sep 24, 2001||Apr 13, 2004||Lincoln Industrial Corporation||Railroad track lubrication and monitoring thereof|
|US6742624||Jan 29, 2002||Jun 1, 2004||Lincoln Industrial Corporation||Railroad rail lubricating apparatus|
|US6971479||Apr 7, 2000||Dec 6, 2005||Portec Rail Products, Inc.||Top of rail applicator|
|US7258201||May 8, 2003||Aug 21, 2007||Portec Rail Products, Inc.||Skirt for top of rail applicator|
|US7261223 *||Jan 15, 2004||Aug 28, 2007||Tilley Robert W||Saw blade lubricating apparatus|
|US7273131||Jul 15, 2005||Sep 25, 2007||Portec Rail Products, Inc.||Top of rail applicator|
|US7886874||Jul 18, 2005||Feb 15, 2011||Pennsy Corporation||Wheel flange lubricating device|
|US8074772||Sep 24, 2007||Dec 13, 2011||Portec Rail Products, Inc.||Top of rail applicator|
|US8584804||Jun 18, 2008||Nov 19, 2013||Lincoln Industrial Corporation||Apparatus for applying a pumpable material to a rail head|
|US8944215||Oct 17, 2013||Feb 3, 2015||Lincoln Industrial Corporation||Apparatus for delivering a pumpable material to a rail head|
|US8955645||May 27, 2010||Feb 17, 2015||L.B. Foster Rail Technologies, Inc.||Top of rail foam bar|
|US9022173||Jul 3, 2013||May 5, 2015||L.B. Foster Rail Technologies, Inc.||Grease guide|
|US20040050623 *||May 8, 2003||Mar 18, 2004||Urmson W. Thomas||Skirt for top of rail applicator|
|US20050155476 *||Jan 15, 2004||Jul 21, 2005||Tilley Robert W.||Saw blade lubricating apparatus|
|US20050269161 *||Jul 15, 2005||Dec 8, 2005||Portec Rail Products, Inc.||Top of rail applicator|
|US20070012515 *||Jul 18, 2005||Jan 18, 2007||Pennsy Corporation||Wheel flange lubricating device|
|US20080047780 *||Aug 16, 2007||Feb 28, 2008||Portec Rail Products, Inc.||Skirt for top of rail applicator|
|US20080083584 *||Sep 24, 2007||Apr 10, 2008||Portec Rail Products, Inc.||Top of rail applicator|
|US20080223661 *||Feb 21, 2008||Sep 18, 2008||Singleton Steven D||Grease Guide|
|US20090000869 *||Jun 27, 2007||Jan 1, 2009||Lincoln Industrial Corporation||Apparatus for Applying a Pumpable Material to a Rail Head|
|US20090000870 *||Jun 18, 2008||Jan 1, 2009||Lincoln Industrial Corportion||Apparatus for applying a pumpable material to a rail head|
|US20100300810 *||May 27, 2010||Dec 2, 2010||Singleton Steven D||Top of Rail Foam Bar|
|DE3736580A1 *||Oct 29, 1987||May 18, 1989||Thyssen Ind Ag Umformtechnik||Balkengleisbremse zum abbremsen von eisenbahnwaggons|
|DE102010001230A1 *||Jan 26, 2010||Jul 28, 2011||Schunk Wien Gesellschaft M.B.H.||Lubrication assembly for wheel steering device at rail switch, has wheel steering rail arranged parallel to rail section, which forms guide track together with rail section for guide of wheel flange|
|DE202010018220U1||Jan 26, 2010||Nov 14, 2014||Schunk Wien Gesellschaft M.B.H.||Schmiervorrichtung für eine Radlenkervorrichtung|
|WO1998029523A1 *||Dec 30, 1996||Jul 9, 1998||Viktor Mikhailovich Bogdanov||Lubricant applied to a friction surface and apparatus for application thereof|
|WO2000053481A1 *||Mar 10, 2000||Sep 14, 2000||Bojan Pavcnik||Method and device for decreasing braking noise level|
|WO2000061418A1 *||Apr 7, 2000||Oct 19, 2000||Lenco Frank T||Top of rail applicator|
|WO2006021050A1 *||Aug 26, 2005||Mar 2, 2006||Queensland Railways||Analysis of wheel-rail noise|
|U.S. Classification||104/26.2, 188/256, 188/71.1, 184/3.2, 104/307|
|Aug 10, 1988||AS||Assignment|
Owner name: UNION SWITCH & SIGNAL INC., 5800 CORPORATE DRIVE,
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:AMERICAN STANDARD, INC., A CORP OF DE.;REEL/FRAME:004915/0677
Effective date: 19880729
|Aug 15, 1988||AS||Assignment|
Owner name: AMERICAN STANDARD INC., A DE CORP.
Free format text: MERGER;ASSIGNOR:WESTINGHOUSE AIR BRAKE COMPANY;REEL/FRAME:004931/0012
Effective date: 19880728